Frank s



(No Model.)

Patehted May 10 B m G AN E, E IO E 0 S A G Ill/VENTOR 1 nonms PETERS ca, mo'loumq. wAsnmcTnN, a. c.

FRANK s. MEAD, on MONTREAL, CANADA.

GAS OR OIL ENGINE.

SPECIFICATION forming part of Letters Patent No. 603,914, dated May 10, 1898.

Application filed JulyZS, 1896- serial No. 600,750- (No model.)

To ctZZ whom it may concern:

Be it known that I, FRANK S. MEAD, a citizen of the United States, residing in Montreal, in the Province of Quebec and Dominion of Canada, have invented certain new and useful Improvements in Gas or Oil Engines, of which the following is a full, clear, and exact description.

The object o-f'the invention is to provide certain new and useful improvements in gas or oil engines whereby the fuel is supplied to the power-cylinder in the simplest and most advantageous manner.

The invention will be fully described hereinafter and the features of novelty pointed out in the claims.

Reference is to be had to the accompanying drawings, forminga part of this specification, in which similar characters of reference indicate corresponding parts in all the figures.

Figure 1 is a sectional side elevation of the improvement. Fig. 2 is a plan view of the vaporizer for the piston". Fig. 3 is a side elevation of the same. Fig. 4 is a sectional side elevation of a modified form of cylinder; and Fig. 5 is a cross-section, on a reduced scale, on the line 5 5 of Fig. 1.

The gas or oil engine, as shown in Fig. 1, is provided with the usual working cylinder A, in which reciprocates a piston B, connected by a pitman O with a crank-disk D, secured to the main driving-shaft E, extending through the sides of a closed casing A, on which rests the lower open end of the cylinder A. The casing A is set on the frame F of the engine, as indicated in Fig. 1. The upper part of the casing A and the lower end of the cylinder A form a chamber or compartment A in which atmospheric air is drawn on the upstroke 0f the piston B and in which the air is compressed 0n the downstroke of the piston, the compressed air being finally delivered through a port a into the upper or working cylinder A at the time the piston B is in its lowermost position. The cylinder A is adapted to be connected by aport b with the discharge-passage of the pump G, provided with a piston or plunger H, having an annular recess 11 and connected by suitable means with the main driving-shaft E to 0perate the said piston in the cylinder of the pu p- As shown in Fig. 1, the piston H is connected by a pitman I with a crank-disk J, secured on a shaft K, carrying a sprocketwheel K, connected by a sprocket-chain K with a sprocket-wheel K sec ured on the main driving-shaft E. By the arrangement described the piston or plunger H makes a full stroke to every full stroke of the piston B. The air-inlet L for the pump G contains a suitable inlet-valve L, held to its seat by a suitable spring L as indicated in the drawlngs.

From the cylinder A leads an exhaust-port c to connect with an exhaust-pipe P and carry off the products of combustion from the cylinder A. In the port I) is held a valve d,

pressed to its seat by a spring (1, said valve being provided with a downward extensiond adapted to be engaged by the upper end of the reciprocating plunger H, so that the valve d is opened when the said plunger moves into an uppermost position; but the said valve is normally held to its seat by the spring cl and at such tension that the valve will not open by the accumulated air-pressure within the pump, but is only opened by the plunger H rising and lifting the valve ofi its seat, so that the contents of the pump-cylinder suddenly pass through the passage or port 1) into the working cylinder A.

An oil-inlet nozzle e extends into the port b at the entrance of the latter to the cylinder, and this nozzle 8 is adapted to be connected by the plunger-recess 1-1 with a port f, connected with an oil-supply pipe 0, having part formed into a coil 0, extending through a part of the exhaust-pipe P, so that the exhaust products of combustion heat the said coil and the oil flowing through the same to insure a ready conversion of the oil into vapor when passing into the working cylinder.

0n the top of the piston Bis secured a vap orizer B, adapted to be heated by the burning of the explosive mixture in the cylinder A, said vaporizer being also adapted to contain, carry, and heat the fuel entering the cylinder bythe port 19, so as to convert this entering fuel, especially the oil thereof, into vapor. Said vaporizer is preferably provided with a series of spaced ridges or surfaces to increase its area, so that it will better absorb the heat from the working chamber, and is 10- cated centrally upon the piston, so that the absorption of heat will be uniform throughout the working chamber. The ridges are convexed on their free or exposed end surfaces, and they range in such a direction that the fuel will be injected parallel to said ridges.

The operation is as follows: When the several parts are in the position illustrated in Fig. 1, then the piston B is at the end of its upstroke and ready to move downward, the

' upper end of the cylinder A being filled with an explosive mixture. The latter is now ignited by suitable means, so that an explosion takes place in the upper end of the cylinder A to force the piston B downward. By the downward movement of the piston B the air in the compartment A is compressed, and when the piston nears the lower end of its downstroke then it opens the exhaust-port c to permit the products of combustion to pass through the said port 0 into the exhaust-pipe P. Shortly after the exhaust-port c is opened by the piston B the other port, a, is also opened, so that the compressed air in the compartment A can pass through the port a into the upper working cylinder A to drive out the remainingproducts of combustion and to fill this part of the cylinder with fresh air.

The ports 0 and to remain open during the time the wrist-pin of the crank-disk D passes through or across its lower central position. During the downward movement of the piston B the piston H of the pump G rises to compress the previously-drawn-in air in the upper end of the cylinder G, and when the piston H in rising comes in contact with the downward extension 61 of the valve d then said valve is unseated and the compressed air can pass through the port Z) to the cylinder A; but at the same time the recess II in the piston or plunger H of the pump G connects the port f with the oil-inlet nozzle 6, so that oil passes from the pipe 0, through the said nozzle e, into the port b to form a mixture, said mixture being delivered in the form of a spray into the vaporizer B, the spray mingling with the fresh air already admitted to the cylinder A by way of the port a. As the piston B now rises to its uppermost position the piston H descends to draw in a fresh supply of air by the valve L, and this air is again compressed on the upward stroke of the said piston H, as above mentioned. When the piston B moves into its uppermost position, it compresses the explosive mixture of air and vapor, so that the next explosion starts the piston B downward, and the above-described operation is repeated. The heat of the burning gases causes a heating of the vaporizer B, so that when the latter moves into a lowermost position then it is opposite the port I) and receives the spray of the oil and air mixture to insure a rapid conversion of the spray into vapor.

Although the improvement herein shown is applied to an upright two-cycle engine, it may be equally adapted to any other form or cycle of a gas-engine.

By the arrangement described the air-supply to the cylinder A by the pump G is formed in the port I), and the oil is drawn forward and upward in the pipe 0 by the action of the swiftly-moving air in the said port I), though if the oil-supply is too low to rise easily then a slight pressure of air may be maintained in the oil-tank above the oil.

The port a, as shown in Fig. 1, is made in the casting of the cylinder, but may be through an outside pipe or through the piston B; but in the latter case a valve would be necessary.

Instead of having the nozzle 6 discharge in the port I) I may reverse this, as illustrated in Fig. 4, by passing the oil through a port 6 and discharging the air into the said port by a nozzle 19.

In order to prevent the port I) from becoming gummed and thereby clogged, Ipreferably pass the same through the water-jacket of the cylinder, so that the said passage is not overheated and is kept at the proper temperature by the water circulating around the walls of the port.

By arranging the spraying device to deliver the explosive mixture through the side of the cylinder and by further arranging the vaporizer on the working face of the piston I secure perfect vaporization within the working chamber, while protecting the spraying device from the excessive heat generated at the moment of the explosion, since at such time the piston covers the outlet of the spraying device.

Having thus fully described my invention, I claim as new and desire to secure by Letters Patent j 1. A gas or oil engine,provided with a spraying device adjacent to the working chamber, and an air-compression pump whose valved delivery-port is connected to said spraying device, the delivery-valve being controlled directly by the movement of the pump-piston, for injecting a spray of liquid fuel into the working chamber after the exhaust is closed, substantially as described.

2. A gas or oil engine, provided with two tubes or channels leading into the working chamber and of which one surrounds the other, and an air-compression pump whose valved delivery-port is connected to one of said tubes or channels, the delivery-valve being controlled directly by the movement of the pump-piston, for injecting a spray of liquid fuel into the working chamber after the exhaust is closed, substantially as described.

3. In a gas or oil engine, apower-cylinder, a channel for the supply of compressed air, a channel for the supply of liquid fuel, a passage leading from both the said channels to the cylinder, and a movable body, such as a piston, actuated by the engine and so arranged as to control the admission of both air and fuel to the cylinder, substantially as shown and described.

4. In a gas or oil engine, a power-cylinder, an air-compression pump adjacent thereto, a supply-channel for liquid fuel and a passage therefrom to the cylinder, and a groove 0r cross-passage in the plunger of said pump for controlling the passage of said fuel to the said cylinder, substantially as shown and described.

5. In a gas or oil engine, an air-compression pump, the plunger of which is arranged to control its air-delivery port, said plunger havthe fuel in a direction parallel to said ridges,

substantially as described.

Witnesses LEWIS P. MEAD, P. GORMAN.

FRANK s. MEAD. 

